Priming-pump for explosive-engines.



L. F. CHANEY. PRIMING PUMPFoR ExPLoslvE ENGINES.

Patented May 14, 1918.

APPLICATION FILED OCT. 26.1915.

LEE r. cnnNEY, or SPRINGFIELD, orrIo.

FISHING-PUMP FOR EXPLOSIVE-ENGIN'ES.

Specification of Letters Patent.

lPatented May 14, 1918.

Application led October 26, 1915. Serial No. 58,064.

To all lwhom it may concern: l

Be it known that I, LEE F. CHANEY, citlzen of the United States, residing .at Springfield,

in thecounty of Clark and State of Ohio, have invented certain new and useful Improvements in Pruning-Pumps for Explosive-Engines, of which the following is a specification.

My invention relates to pumps and more particularly to priming pumps for explosive engines. The device forming the subject matter hereof is especially designed for feedin fuel in small quantities to the cylinders o an ordinary hydrocarbon engine, but it is also applicable to other purposes.

The object of the invention is to simplify the structure as well as the means and mode of operation ,of such devices whereby they will not only be cheapened in construction, but will be more eiclent in use, positive in action, semi-automatic, and unlikely to get out of re air.

A. furt er object of the invention is to provide an improved form of valve mechanism f or such pumps and means for positively l the inlet valve upon its seat.

Wit the above primary and other incidental objects in vlew, as will more fully appear in the specification, the invention consists of the features of construction, the parts and combinations thereof, and the mode of operation, or their equivalents, as hereinafter described and set forth in the claims.

Referring to the drawin s, Figure 1 is a side elevation illustratin t e application of the pump to the dash o an automobile and the supply conduit connection tothe fuel reservoir. Fig. 2 is a longitudinal sectional view of thev assembled pump. Fig. 3 is a transverse sectional view through thev valve head. Fig. 4 is a longitudinal sectional view taken on a plane angular to that of iike parts are indicated by similar characters of reference throughout the several views.

In the drawings, 1 is the dash of an automobile or motor vehicle of which` 2 is a fuel supply reservoir. Rigidly vmounted upon the dash 1 is the priming pump 3 forming the subject matter hereof. Leading) from the fuel reservoir 2 to the engine car ureter (not shown) is the usual fuel supply conduit 4. Exten from the fuel suppl conduit 4 to the prilmng pump 3 is a brano conduit 5 which affords direct4 communication bel tween the priming pump 3 and the fuel res- Y ervoir 2 through which the charge of fuel is drawn to be discharged by the pump 3.

through the outlet or discharge conduits 6 to the several cylinders of the explosive engine. This char e of fuel is delivered to the several cylin ers either through priming cups or through the shells of the spark plug as is now the common practice.

The pump 3 comprises a cylinder 7 having i at one end a cap or head 8 screw threaded thereon through which the piston rod, hereafter mentioned, extends.. Screw threaded upon the exterior of the cylinder 7 ad'acent to the cap or head 8 is a jam nut 9. convenient and simple method of mounting the pump upon the dash of the vehicle is to introduce the barrel or cylinderof the pump through a suitable opening therein with the jam nut 9 upon one side of said dash and the screw threaded cap or head 8 upon the opposite side. By tightening the jam nut 9 the pump or primer may be securely clamped to the dash. It is obvious that other methods of mounting the pump may be provided or that the pump may be located elsewhere than on the dash of the vehicle. At the opposite end of the barrel or cylinder 7 there is secured a head 10 containing the valve mechanism and hereafter referred toy as the valve head. This head 10 is screw threaded or otherwise securely attached to the barrel or cylinder 7. The head 7 is provided with a transverse counterborell forming a seat 12 for a ball valve 13 controllin the inlet orifice of the supply conduit 5. he larger end of the transverse counterbore 11 is securely closed after the insertion of the ball valve 13 by means of al screw plug 14. Intersectin the transverse counterbore 11 is a longitudinally disposed centrally located bore 15 of less diameter than the transverse bore 11 whereby the ball valve 13 is prevented from escaping from the transverse bore 11 into the longitudinal bore 15. Mounted to reciprocate' within the valve or cylinder 7 of the pum is a piston comprising a head 16 and a piston rodV 17 extending throucgh a central opening in the cap or hea 8 an provided at its outer end with an 4operating rodV or handlek 18. Surroundin the piston rod 17 and bearing at one en Y of fuel into the valve or cylinder. Upon 1ts forward side orthat side adjacent to the valve head 10 the piston' is provided with a\ projecting stud 21 adapted to extend within the longitudinal bore 15 when the piston is at the limit of its stroke. The stud 21 is inclined or tapered at itsextremity and is adapted to engage the ball valve 13 and securely hold said valve upon its seat 12. The construction is such that `the movement of the piston under the influence of the spring 20 is limited by the engagement of the stud 21 with the ball valve 13. In the construction shown in Fig. 2 the tapered end of the stud 21 projects into the path of the ball 13 and positively locks said ball in position to close the inlet port of the pump. If the ball valve 13 happens to be slightly olf its seat the tapered extremity of the stud 21 will afford a cam-like action which will reseat the valve. While the piston spring 20 serves to move the stud 21 to locking position, it is to be noted in Fi 2 that the resistance to the unseating of t e valve is not dependent upon the tension of the spring but the locking action is due to projection of the stud into the path of the valve 13.

There are also provided, in the valve head 10, a plurality of outletsA or discharge ports 22 each connected by a corresponding conduit 6 with a cylinder of the engine. Each of these outlets or discharge ports 22 is controlled by a spring pressed ball valve 23 each independent of the other and adapted to open against thetension of the spring 24 to permit the escape of the fuel from the pump valve or cylinder as the piston approaches the head 10 under the iniiuence of the spring 20. In practice the conduit 6 and valve 22 are each subjected to alternate suction and compression as the pistons of the engines operate to draw in a charge of fuel and then compress the same. lf the independent valves 22 were omitted the compression would escape from one cylinder through its corresponding conduit 6 and port 22 to the pump and thence through another port 22 and corresponding conduit 6 to a second cylinder of the motor. However, the valves 23, oney for each outlet or discharge port 22, effectually prevent such loss -of compression. On a return stroke of the engine piston to draw in a succeeding charge, the suction transmitted through the conduits 6 might be suiicient to unseat the valves 23 and lift the inlet valve 13 from its seat 12 and so draw liquid fuel into the cylinders through the pump and conduit 6 if the said valve 13 was not securely locked in closed position. However, with the inlet valve 13 held upon its seat 12 by the action kment being such that the inlet of the pump piston, as shown in the several views, the admission of liquid fuel under the influence of the suction due to the engine piston is effectually prevented.

From the above description it will be apvention into effect and the invention is therefore claimed broadly in an of its possible forms or modifications wlthin the scope of the appended claims.

Having thus described my invention, I claim:

1. A pump cylinder, a piston thereinz a supply conduit connectmg the cylinder wlth a fuel reservoir, an inlet valve controlling the fuel supply, said valve being laterally movable in relation to the direction of movement of the piston', a lurality of outlet ports each connected wit an engine cylinder, an independent valve for each outlet port, preventing intercommunication between diiferent engine cylinders through said ports, and a cam extension on the plston adapted to shift the inlet valve laterally and to lock the said valve against movement.

2. A pump comprising a cylinder, a reciprocatory piston therem, a laterally disposed port in said cylinder, a valve therefor movable laterally under the inliuence of said piston, the construction and arrangevalve will be locked by the movement of the piston.

3. A pump cylinder inlet and outlet valves, a laterally disposed seat for the inlet valve, a reciprocatory piston and a cam extension on the piston adapted to move the inlet valve toward its lateral seat when said piston approaches the limit of its stroke.

4. In a construction of thecharacter described a cylinder having a laterally disposed port, a reciprocating piston within the cylinder, a valve for said laterally disposed port and a cam member actuated by the movement of the piston, adapted to engage and actuate said valve upon the movement of the piston.

5. In a construction of the character described, a cylinder, and piston therein, a chambered head for the cylinder, a ball valve loosely positioned in said chamber and movable into and out of the path of the cam extension on said piston actuating the piston, a port in the cylinder head controlled inlet valve toward its seat by the movement by the valve and a cam member actuated by of the piston. the movement of the piston to shift said In testimony whereof I have hereunto set 5 ball valve within the chamber out of the my hand this 20th day of October, A. D. 15

path of the piston. 1915.

6. A pump comprising a cylinder, a re- LEE F. CHANEY. ciprocatory piston thereln, inlet and outlet Witnesses: valves, said inlet valve being movable into Lo'i'i'm M. KELLER,

10 and out of the path of the piston, and a O. L. MCKINNEY. 

